Railway-traffic-controlling apparatus



L. V. LEWIS RAILWAY TRAFFIC CONTROLLING APPARATUS Original Filed MarchINVENTOR wbf x/ wA \w m.

QR a i SEQ Aug. 12 1924'.

Patented i -tug. l2,

umrso STATES- PAT E N T OFF if? Fl...

LLGYDVL. LEFWIS, 0F EJJGE'WOOD BOROUGH, PENNSYLVANIA, ASSIGNOR TO. THEUNION SWITCH & SIGNAL COM PANY, 0F SWISSVALE, PENNSYLVANIA, ACORPORATION OF PENNSYLVANIA.

RAILWAY-TRAFFIC-CONTROLLING APPARAT'Ufi.

Original applicationv filed "March 9, 19.20," Serial No. 364,458 Dividedand this application. filed August '17,

To all 2.072.02. 2 it may cmwem:

Be it known that I, LLOYD V. Lewis, a citizen of the United States,residing at Edgewood Borough, in the county of Al legheny and State ofPennsylvania, have invented certain new and useful Improvements inRailway-'lrafiic-Controlling Appa:--

ratus, of whichthe following is a specification.

My invention relatesto. railway trafficcon trolling apparatus of thetype wherein automatic brake. application. mechanism on a train orvehicle is controlled by energy which is supplied thereto from thetrackway.

The present application is a. divisionof niy copending application filedon the 9th day of March, 1920', Serial No. 364458, for railway trafficcontrolling apparatus.

1 will describe one form of apparatus eni bodyingxiny invention, andWillthen point out the-novel features thereofin claims.

In the accompanying drawings, Fig- 1 is a diagrammatic view showing oneform of trackway apparatus adapted for co'-operation with vehiclecarried apparatus embodying my invention. Fig. 2 is a View showing oneform of vehicle carried apparatusqenr.

be i "iny invention.

Einnilarrefe ence characters; referto similar parts in each ofthe-views.

Il'leferring first to Fig. 1,.the reference characters 1 and 1 designatethe track rails of a railway along which traffic normally moves in thedirection indicated by the arrow, and which rails are divided by inslrlated joints 2 to form a pluralityof successive hloclis .:-i.-l3, B@.,etc. Located acent the entrance ene of each block is a .idside signalwhich is designated by the reference character S with an exponentcorresponding to the location. Each of these nals, as here shown, is ofthe semaphore Lv and proceed, according as the semaphore is in thehorizontal, the inclined or the vertical position. The apparatus forcontrolling the signals is omitted from the drawing for the reason thatitforins no part of any invention, but it is understood that inaccordance with usual practice each signal indicates stop. when. thecorresponding block is occupied, caution whenlthe corresponding block isunoccupied and the pe, adapted to indicate stop, caution Serial No;582,504.

block next in advance is occupied, and proceed when the. correspondingblock and the liloclenext in advance are unoccupied. Thus, as shown inthe drawing, the block to the right of point D is occupied by a vehicleV, so that signal S for this block indicates stop, signal S indicatescaution, and signal S indicates, proceed.

Each block" is provided with means for connecting a source ofalternating vehicle governing current across the track rails adjacentthe exit end of the block. [is here shown, this is accomplished by atransformer for each block, designated by the reference character T withan exponent corresponding'to the location, the secondary of which isconstantlyconnected across the rails of the block, and the primary ofwhich is at times connected with a transinission'line which is suppliedwith vehicle governing alternating current by a generator F. The primarycircuit of each transformer T includes circuit controlleroperated by theadjacent signal and designated by the reference char acter H with thesame exponent as that of the signal. Eachof these circuit controllers isarranged to be closed when the signal indicates proceed or caution, butopen when the signal indicates stop. It will be" seen, therefore, thatvehicle governing current is supplied to the rails of a block. when thesignal for the blocl: next in advance. indicates-proceed or caution, butnot when it indicates stop. In other words. this current is supplied toeach block whenever the block next in advance is unoccupied.Inaccordance with usual practice, an irn pedance 6 is interposed in theconnection between one of the track rails and the secondary of eachtransformer Tto limit the current drawn from this transformer when a caror train is near the exit end of the block.

Referring now to F 2, the vehicle carried apparatus, in the form hereshown, includestwo laminated soft iron cores 9 and 9 which are mountedon the vehicle in advance of the. forward axle and are located over thetwo track rails 1 and 1 respectively. Each of these coresis'substantially U-shaped, with its legs pointing down wardly, and eachcore disposed trans versely with respect to the rail, The two cores 9and 9 are provided with windings 10 and 10, respectively. It isapparent, therefore, that when alternating current flows in either rail,part of the magnetic lines of force surrounding such rail will passthrough the core which is directly over the rail and so will induce analternating potential in the coil carried by such core.

The coils 10 and 10 are included in a receiving circuit a, the coilsbeing so connected in this circuit that the potentials created in thecoils by an alternating current flowing in opposite directions in thetwo rails are additive. It will be seen, therefore, that track circuitcurrent from the transformers T will induce an alternating potential inthe receiving circuita. The potential thus created in the receivingcircuit is utilized to control-the supply of current to a magnet .Msuitable amplifying apparatus W preterably being interposed between thereceiving circuit and the magnet as indicated in the drawing.

Relay M controls two devices 46 and 47 in such manner that each deviceis energized when relay M is closed, and de-energized when relay Mopens. These devices have different time intervals of operation, and ashere shown each device is in the form of a relay, relay 47 being of theslow-releasing type while relay 46 is of the quick-releasing type. Itfollows that when relay l\ opens, relay 46 will open at once, but relay47 will remain closed for a fixed interval of time.

Relays 46 and 47 control a brake application magnet Y which is arrangedto cause an automatic application of the brakes when the magnet becomesde-energized. Magnet Y is energized when both relays 46 and 47 areclosed and also when both of these relays are open. When the relays areclosed, the circuit for magnet Y is from battery 52, through wire 53,upper point of contact 54 of relay 46, wire 62, upper point of contact55 of relay 47, wires 56, 57, 58, winding of magnet Y, wire 68, contact64 controlle by magnet Y, and wires 65 and 66 to battery 52. When relays46 and 47 are open, the circuit for magnet Y is from battery 52, throughWire 53, lower point of contact 54, wire 59, contact 60, wires 61 and58, winding of magnet Y and thence as before to battery 52. It will beseen from the foregoing that when relay M opens, the circuit for magnetY will at once be opened at contact 54 of relay 46, but that after afixed interval of time, determined by the time characteristic of relay47 magnet Y may again be energized by the operation of push button 67and the magnet will then remain energized as long as relay 1 a is open.Push button 67 merely closes a shunt around the magnet operated contact64. p

In order to prevent an automatic application of the brakes when relay Mopens, I have provided means for energizing magnet Y temporarilyindependently of relay contacts 54, 55 and 60. This means comprises acontact 68 controlled as hereinafter explained and connected in shuntwith the contacts of relays 46 and 47. \Vhen circuit controller 68 isclossed, the circuit for magnet Y is from battery through wire 69,circuit controller 68 wires 70, 57 and 58, winding of magnet Y, wire 63,contact 64, and wires 65 and 66 to battery 52.

Circuit controller 68 is operated by a piston 71 moving in a cylinder72. The piston 71 is biased to its uppermost position by a spring 7 3,and when in this position circuit controller 68 is open. The piston 71may be moved downwardly, however, in oppo sition to the action of thespring '73, by ap plying fluid pressure to the upper end of cylinder 72,and when this occurs circuit controller 68 is closed. Fluid pressure issupplied to the upper end oi' cyiinder 72 by a reservoir R which is attimes connected with main reservoir through pipe 8, and at other timeswith the upper end of cylinder 72 through pipe 74, the connections justmentioned being accomplished by a manually operable valve Q. This valveQ normally occupies the position shown in the drawing so that reservoirR is normally charged with main reservoir pressure. When it is desiredto suppress an automatic application of the brakes, valve Q, is swung inclockwise direction, so that reservoir R" isconnected with the upper endof cylinder 72 whereupon piston '71 is moved downwardly to close circuitcontroller 68. The air in resevoir R then flows out throu h an orifice75 of restricted area, so that a ter a fixed interval of times, such forexample, as 15 to 20 seconds, piston 71 returns to its initial positionunder the influence of spring 73.

The operation of the apparatus shown in Fig. 2 is as follows:

When the vehicle passes a caution signal, relay M opens. so that unlessthe englncer takes suitable action magnet Y becomes dc energized tocause an automatic ap )lication of the brakes. If, however, valv e il isreversed just prior to the opening of relay M, magnet Y remainsenergized during the interval of time required for the contacts of relay47 to reverse, so that this magnet is maintained in energized conditionuntil the second circuit for the magnet becomes closed.

It will be observed that when magnet Y is tie-energized it cannot againbecome energized until push button 71 is closed. This push button ispreferably located in such position on the vehicle as to require thevehicle to come to rest before the push button can be reached.

It will be observed that if the driver fails to return the valve Q toits original or normal position, circuit controller 68 will open uponliiil lilli Cir the expiration of the time interval of 15 or 2O seconds,so that the suppressing function of this circuit controller is then lostand an automatic application of the brakes will ocour the next time thatrelay M opens unless the driver operates the valve Q, in the propermanner.

Although I have herein shown and described only one form ofapparatusembodying my invention, it is understood that various changes andmodifications may be made therein within the scope of the apranged to becle-energized when the magnet becomes cle-energized, brake applicationmechanism controlled by said relays and set into operation during theinterval between the opening of the quick releasing relay and theopening of the sloW releasing relay, and manually operable means on thevehicle effective to prevent said brake application mechanism being setinto operation during said interval.

2. Railway traffic controlling apparatus comprising two relays locatedon a vehicle and designed to open indifferent time intervals afterde-energization, brake application mechanism, clontro lled by said,relays and set into operation during the in terval between the openingof thefirst relay and the opening of the second relay aftercle-energization of said relays, and means in the tracltway for causingsaid relays to be energized under safe traffic conditions but not underunsafe traflic conditions.

3. Railway trafiic controlling apparatus comprising two relays locatedon a vehicle and designed to open in different time-in tervals aftercle-energization, brake application mechanism controlled by said relaysand set into operation during'the interval between the opening of thefirst relay and the opening of the second relay after deenergization ofsaid relays, manually 0pcrable means on the vehicle for preventing saidbrake application mechanismfrom being set into operation during saidinterval, and means in the trackway for causing said relays to beenergized under safe traffic conditions but not under unsafe traflicconditions.

at. Railway traliic controlling apparatus comprising two relayslocatedon a vehicle and designed to open in different time in tervals aftercle-energization, brake application mechanism on the vehicle, meanscontrolled by said. relays for holding-said mechanism in inactivecondition when both relays are open, said means operating to set saidmechanism into operation during the interval between the opening of thefirst relay and the opening of the second relay after de-energization.of the. relays, and means in the trackway for causing said relays to beenergized under safe traffic conditions but not under. unsafe trafIicconditions.

5. Railway trafiic controlling apparatus comprising two vehicle carrieddeviceshaving different time intervals of operation, brake applicationmechanism. controlled by said devices and set-into action during theinterval between the operations of; said dc..- vices, manually operablemeans onthe vehicle for preventing operation of said: brake applicationmechanism duringsaid interval, and means controlled from the trackwayfor initiating the operations of said devices upon a change from a. morefavorable to a less favorable traffic condition.

6. Railway traflic controlling apparatus comprising two vehicle carrieddevicesyhaving different time intervals ofv operation, brake applicationmechanism on. the vehi cle, means controlled by said devices for holdingsaid mechanism. in; inactive condition before the operation of saiddevices has been initiated and: also after the op:- eration of bothdevices has been completed, but for setting said mechanism intoact-ionduring the, interval between the-operations of said devices, and meanscontrolled from the traclrwayv for initiating the. operations of saiddevices upon a. change from a more favorable to a less favorable trafficcondition.

7. Railway tranic controlling apparatus comprising two vehicle carried.devices having different time intervals of operation, brake applicationvmechanism on the vehicle, means controlled by said devices for holdingsaid mechanism in inactive condit-ion before the operation of saiddevices has been initiated and also after the operation of both deviceshas been completed, but for setting said mechanism into action duringthe interval between the operationsof said devices, manually operablemeans on the vehicle for preventing operation of said brake applicationmechanism during said interval, and means controlled from the trackwayfor initiating the operations of said devices upon a change from a morefavorable to a less favorable traflic condition.

8. Railway traflic controlling apparatus comprising a comparativelyquick releasing relay and a comparatively slow releasing re circuit forsaid magnet armature contact and a front on saidvehicle connected inboth of said circuits in multiple with the armature contact of saidmagnet.

9. Railway traffic controlling apparatus comprising a comparativelyquick releasing relay and a comparatively slow releasing re- I laylocated on a vehicle. means in the track- Way for causing energizationof said relays and for permitting both relays to become de-energized inresponse to change from a more favorable to a less favorable trailiccondition, a brake application magnet on said vehicle, and a controlcircuit for said magnet including a front contact of each of saidrelays.

10. Railway traflic controlling apparatus comprising a comparativelyquick releasing relay and a comparatively slow releasing relay locatedon a vehicle, means in the track- Way for causing energization of saidrelays and for permitting both relays to become de-energized in responseto change from a more favorable to a less favorable traffic condition, abrake application magnet on said vehicle and a control circuit for saidmagnet including a front contact of each of said relays and'an armaturecontact closed only When said magnet is energized.

11. Railway traffic controlling apparatus comprising a comparativelyquick releasing relay and a comparatively slow releasing relay locatedon avehicle, means in the track- Way for causing energization of saidrelays and for permitting both relays to become de-energized in responseto change from a more favorable to a less favorable traffic condition, abrake application magnet on said vehicle, a control circuit for saidmagnet including a front contact of each of said relays, and a branchfor said circuit around said front contacts and including a backcon-tact of each relay.

12. Railway trafiic controlling apparatus comprising a comparativelyquick releasing relay and a comparatively slow releasing relay locatedon a vehicle, means in the trackway for causing energization of saidrelays and for permitting both relays to become tie-energized inresponse to change from a more favorable to a less favorable trafiiccondition, a brake application magnet on said vehicle, a control circuitfor said ma net including a front contact of each of said relays, and anarmature contact closed only when'said magnet is energized, and a branchfor said circuit around said front contacts and including a back contactof each relay.

13. Railway trafiic controlling apparatus comprising a comparativelyquick releasing relay and a comparatively slow releasing relay locatedon a vehicle, means in the trackway for causing energization of saidrelays and for permitting both relays to become tie-energized inresponse to change from a more favorable to a less favorable trafiiccondition, a brake application magnet on said vehicle and a controlcircuit for said magnet including a front contact of each of said relaysand an armature contact closed only when said magnet is energized, and abranch around said armature contact including a normally open manuallyoperable ircuit controller.

14:. Railway traliic controlling apparatus comprising a comparativelyquick releasing relay and a comparatively slow releasing relay locatedon a vehicle, means in the trackway for causing energization of saidrelays and for permitting both relays to become ale-energized inresponse to chan e from a more favorable to a less favora le trafiiccondition, a brake application ma net on said vehicle and a controlcircuit or said magnet including a front contact of each of said relaysand an armature contact closed only when said magnet is energized, abranch around said front contacts including a back contact of each ofsaid relays, and a branch around said armature contact including anormally open manually operable circuit controller.

15. Railway trafiic controlling apparatus comprising a comparativelyquick releasing relay and a comparatively slow releasing relay locatedon a vehicle, means in the trackway for causing energization of saidrelays and for permitting both relays to become de-energized in responseto change from a more favorable to a less favorable trafiic condition, abrake application magnet on said vehicle, and a control circuit for saidmagnet including a front contact of each of said relays, a branch aroundsaid relay contacts including a normally open circuit controller, andmanually operable means effective for a given interval of time to closesaid circuit controller.

'16. Railway traffic controlling apparatus comprising a comparativelyquick releasing relay and a comparatively slow releasing relay locatedon a vehicle, means in the trackway for causing energization of saidrelays and for prmitting both relays to become deenergizcd in responseto change from a more favorable to a less favorable traffic condition, abrake application magnet on said vehicle and a control circuit for saidmagnet including a front contact of each of said relays and an armaturecontact closed only when said magnet is energized, a branch around saidrelay contacts including a normally open circuit controller, andmanually operable means effective for a given interval of time to closesaid circuit controller.

17. Railway traflic controlling apparatus comprising a comparativelyquick releasing relay and a comparatively slow releasing relay locatedon a vehicle, means in the trackivay for causing energization of saidrelays and for permitting both relays to become de-energized in responseto change from a more favorable to a less favorable traflic condition, abrake application magnet on said vehicle, a control circuit for saidmagnet including a front contact of each of said relays, and a branchfor said circuit around said front contacts and including a back contactof each relay, a branch around said relay contacts including a normallyopen circuit controller, and manually operable means effective for agiven interval of time to close said circuit controller.

18. Railway traffic controlling apparattus comprising a comparativelyquick releasing relay and a comparatively slow releasing relay locatedon a vehicle, means in the trackvvay for causing energization of saidrelays and for permitting both relays to become de-energized in responseto change from a more favorable to a less favorable trailic condition, abrake application magnet on said vehicle, a control circuit for saidmagnet including a front contact of each of said relays, and an armaturecontact closed only when said magnet is energized, and a branch for saidcircuit around said front contacts and including a back contact of eachrelay, a branch around said relay contacts including a normally opencircuit controller, and manually operable means effective for a giveninterval of time to close said circuit controller.

19. Railway traflic controlling apparatus comprising a comparativelyquick releasing relay and a comparatively slow releasing relay locatedon a vehicle, means in the trackWay for causing energization of saidrelays and for permitting both relays to become de-energized in responseto change from a more favorable to a less favorable traflic condition, abrake application magnet on said vehicle and a control circuit for saidmagnet including a front contact of each of said relays and an armaturecontact closed only when said magnet is energized, a branch around saidfront contacts including a back contact of each of said relays, and abranch around said armature contact including a normally open manuallyoperable circuit controller, a branch around said relay contactsincluding a second normally open circuit controller, and manuallyoperable means effective for a given interval of time to close saidsecond circuit controller.

In testimony whereof I aflix my signature.

LLOYD V. LEWIS.

